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WO2009010866A2 - Appareil de commande d'injection de carburant et procédé de commande d'injection de carburant pour moteur à combustion interne - Google Patents

Appareil de commande d'injection de carburant et procédé de commande d'injection de carburant pour moteur à combustion interne Download PDF

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Publication number
WO2009010866A2
WO2009010866A2 PCT/IB2008/001885 IB2008001885W WO2009010866A2 WO 2009010866 A2 WO2009010866 A2 WO 2009010866A2 IB 2008001885 W IB2008001885 W IB 2008001885W WO 2009010866 A2 WO2009010866 A2 WO 2009010866A2
Authority
WO
WIPO (PCT)
Prior art keywords
fuel injection
interval
injection
timing
subsequent
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/IB2008/001885
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English (en)
Other versions
WO2009010866A3 (fr
Inventor
Takashi Koyama
Hisashi Ohki
Kiyoshi Fujiwara
Tomohiro Kaneko
Takahumi Yamada
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Toyota Motor Corp
Original Assignee
Toyota Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp filed Critical Toyota Motor Corp
Priority to US12/530,966 priority Critical patent/US8131449B2/en
Priority to EP08788901A priority patent/EP2167805B1/fr
Priority to CN2008800027191A priority patent/CN101790632B/zh
Publication of WO2009010866A2 publication Critical patent/WO2009010866A2/fr
Publication of WO2009010866A3 publication Critical patent/WO2009010866A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/32—Controlling fuel injection of the low pressure type
    • F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
    • F02D41/345—Controlling injection timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/401—Controlling injection timing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/04—Fuel pressure pulsation in common rails
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention provides a fuel injection control apparatus and a fuel injection control method that reliably maintains a fuel injection amount for a subsequent fuel injection following a preceding fuel injection equal to a normal amount.
  • a fuel injection control apparatus for an internal combustion engine equipped with a fuel injection valve coupled to a common rail and designed to sequentially carry out fuel injection a plurality of times with an interval.
  • the interval between the preceding fuel injection and the subsequent fuel injection is set so that the subsequent fuel injection is carried out at the zero gradient timing as the timing when the gradient of the fuel pressure in the fuel injection valve after the preceding fuel injection is approximately equal to zero, when the fuel pressure in the fuel injection valve pulsates in response to the fuel injection. Therefore, the amount of dispersion produced in a deviation in the fuel injection amount for the subsequent fuel injection may be reduced. Therefore, the fuel injection amount for the subsequent fuel injection may be reliably held equal to the normal amount.
  • the preceding fuel injection may be set as a pilot injection and the subsequent fuel injection may be set as a main injection.
  • the preceding fuel injection and the subsequent fuel injection may be set as a pilot injection and the main injection may be set after the subsequent fuel injection.
  • the interval may be set so that the subsequent fuel injection is carried out when the fuel pressure in the fuel injection valve is higher than a predetermined set value at the zero gradient timing.
  • the interval is set so that the subsequent fuel injection is carried out when the fuel pressure in the fuel injection valve is higher than the predetermined set value at the zero gradient timing. Therefore, the injection rate of the subsequent fuel injection, for example, the after-injection can be increased. Therefore, a large amount of fuel can be injected into the combustion chamber, and the amount of discharged smoke can be reduced.
  • the fuel injection period for the subsequent fuel injection is corrected based on the deviation of the actual fuel injection amount from the normal fuel injection amount for the subsequent fuel injection. Therefore, the fuel injection period for the subsequent fuel injection may be set more accurately.
  • the interval is set so that the deviation of the actual fuel injection amount from the normal fuel injection amount for the subsequent fuel injection falls within the preset permissible range. Therefore, the deviation during the subsequent fuel injection is reduced. Therefore, the accuracy of the fuel injection time for the subsequent fuel injection may be ensured even when the trouble of making a correction is saved.
  • FIG 3 is a time chart showing a needle lift amount of the fuel injection valve according to the first embodiment of the invention.
  • FIG 4 is a view showing a map of a total fuel injection amount Qt
  • FIG 5 is a view showing a map of a start timing tsm for main injection
  • FIG 6 is a view showing a map of an interval dti
  • FIG 8 is a view showing a map of a target fuel pressure PfT
  • FIG 9 is a diagram showing a relationship between a main fuel injection amount deviation dQm and the interval dti;
  • FIG 11 is a diagram for explaining the main fuel injection amount deviation dQmM at the zero gradient timing
  • FIG 12 is a view showing a map of the main fuel injection amount deviation dQmM at the zero gradient timing
  • FIGS. 13A and 13B are diagrams for explaining the first embodiment of the invention.
  • FIG 14 is a flowchart for executing a fuel injection control routine according to the first embodiment of the invention.
  • FIG IS is a diagram similar to FIG 9 that serves to explain the second embodiment of the invention.
  • FIG 17 is a view showing a map of an interval dtia
  • FIG 19 is a view showing a map of an after fuel injection amount deviation dQaM at a zero gradient timing
  • FIG 20 is a flowchart for performing after-injection control according to the third embodiment of the invention.
  • FIG 21 is a time chart showing a needle lift amount of a fuel injection valve according to the fourth embodiment of the invention.
  • FIGS. 22A and 22B are views showing maps of a first interval dtil and a second interval dti2 respectively;
  • FIGS. 23 A and 23B are views showing maps of a first pilot fuel injection amount QpI and a second pilot fuel injection amount Qp2 respectively;
  • FIG 24 is a diagram showing changes in the first interval dtil and the second interval dti2;
  • FIGS. 25A, 25B, and 25C are time charts similar to FIG 21 that show changes in the first interval dtil and the second interval dti2;
  • FIG 26 is a diagram showing a first set amount QtI and a second set amount Qt2;
  • FIG 27 is a view showing a map of the main fuel injection amount deviation dQmM at a zero gradient timing
  • FIG 28 is a flowchart for executing a fuel injection control routine according to the fourth embodiment of the invention.
  • FIGS. 29A, 29B, 29C, 29D, and 29E are time charts each showing a needle lift amount of a fuel injection valve to explain the fifth embodiment of the invention.
  • FIG 30 is a flowchart for executing an injection mode control routine according to the fifth embodiment of the invention.
  • An electrically controlled throttle valve 10 is disposed in the intake duct 6, and furthermore, a cooling device 11 for cooling intake air flowing through the intake duct 6 is disposed around the intake duct 6.
  • the exhaust manifold 5 is coupled to an inlet of an exhaust turbine 7t of the exhaust turbocharger 7, and an outlet of the exhaust turbine 7t is coupled to an exhaust gas post treatment device 20.
  • the exhaust manifold 5 and the intake manifold 4 are coupled to each other via an exhaust gas recirculation (hereinafter referred to as EGR) passage 12, and an electrically controlled EGR control valve 13 is disposed in the EGR passage 12.
  • a cooling device 14 for cooling EGR gas flowing through the EGR passage 12 is disposed around the EGR passage 12.
  • Each fuel injection valve 3 is coupled to a common rail 16 via a fuel supply pipe 15, and the common rail 16 is coupled to a fuel tank 18 via an electronically controlled fuel pump 17 that has a variable discharge amount. Fuel in the fuel tank 18 is supplied into the common rail 16 by the fuel pump 17, and the fuel supplied into the common rail 16 is supplied to each fuel injection valve 3 via each fuel supply pipe IS.
  • the common rail 16 is fitted with a fuel pressure sensor 19 for detecting a fuel pressure Pf in the common rail 16, and the discharge rate of the fuel pump 17 is controlled such that the fuel pressure Pf in the common rail 16 coincides with a target fuel pressure PfT.
  • the exhaust gas post treatment device 20 is equipped with a catalytic converter 22 coupled to the outlet of the exhaust turbine 7t via an exhaust pipe 21, and the catalytic converter 22 is coupled to an exhaust pipe 23.
  • a catalyst 24 carried by, for example, a particulate filter is disposed in the catalytic converter 22.
  • the exhaust pipe 23 is fitted with a temperature sensor 25 for detecting the temperature of exhaust gas discharged from the catalytic converter 22.
  • the temperature of exhaust gas discharged from the catalytic converter 22 represents the temperature of the catalyst 24.
  • the electronic control unit 40 is constructed of a digital computer, and is equipped with a read only memory (ROM) 42, a random access memory (RAM) 43, a micro processor (CPU) 44, an input port 45, and an output port 46, which are connected to one another by a bidirectional bus 41.
  • the airflow meter 8 generates the output voltage proportional to an intake air amount, and the output voltage is input to the input port 45 via a corresponding one of AD converters 47.
  • An output signal of the temperature sensor 25 is input to the input port 45 via a corresponding one of the AD converters 47.
  • a load sensor 50 for generating an output voltage proportional to the depression amount L of an accelerator pedal 49 is connected to the accelerator pedal 49, and the output voltage of the load sensor 50 is input to the input port 45 via a corresponding one of the AD converters 47.
  • the depression amount L of the accelerator pedal 49 represents a required load.
  • a crank angle sensor 51 for generating an output pulse every time a crankshaft rotates by, for example, 30° is connected to the input port 45.
  • the output port 46 is connected to the fuel injection valve 3, a drive device for the throttle valve 10, the EGR control valve 13, and the fuel pump 17 via corresponding drive circuits 48 respectively.
  • the fuel injection valve 3 is constituted by a housing 3b that has an injection hole 3a, and a needle 3c that is slidably accommodated in the housing 3b.
  • a fuel passage 3d is formed between an inner peripheral face of the housing 3b and an outer peripheral face of the needle 3c, and is coupled to the common rail 16 via the fuel supply pipe 15.
  • an actuator such as a solenoid coil
  • the needle 3c moves away from the inner peripheral face of the housing 3b, and the injection hole 3a is brought into communication with the fuel passage 3d. That is, the fuel injection valve 3 is opened, and hence fuel in the fuel passage 3d is injected via the injection hole 3a.
  • a total fuel injection amount Qt (mm 3 ) as an amount of fuel to be supplied to each cylinder 2 from each fuel injection valve 3 per combustion cycle is calculated.
  • the total fuel injection amount Qt is stored in advance in the ROM 42 in the form of a map shown in FIG 4 as a function of an engine operational state, for example, the required load L and the engine speed Ne.
  • the start timing tsm for main injection M is then calculated.
  • This start timing tsm for main injection M is stored in advance in the ROM 42 in the form of a map shown in FIG 5 as a function of an engine operational state, for example, the total fuel injection amount Qt and the engine speed Ne.
  • interval dti(ms) between the start timing tsm for main injection M and an end timing tep for pilot injection P is then calculated.
  • the interval dtj is also stored in advance in the ROM 42 in the form of a map shown in FIG 6 as a function of the total fuel injection amount Qt and the engine speed Ne.
  • the end timing tep for pilot injection P is then calculated (tep - tsm-dti).
  • a fuel injection period dtp(ms) for pilot injection P is then calculated.
  • the fuel injection period dtp for pilot injection P is the amount of time needed to inject the pilot injection fuel injection amount Qp(mm 3 /st) of fuel, and this pilot fuel injection amount Qp is stored in advance in the ROM 42 in the form of a map shown in FIG 7 as a function of the total fuel injection amount Qt and the engine speed Ne.
  • a start timing tsp for pilot injection P is then calculated (tsp - tep-dtp).
  • a fuel injection period dtm for main injection M is then calculated.
  • the fuel injection period dtm for main injection M is the amount of time needed to inject the main fuel injection amount Qm(mm 3 /st) of fuel at the time when the fuel pressure Pf is equal to the target fuel pressure PfT.
  • An end timing tern for main injection M is then calculated (tern » tsm+dtm).
  • the target fuel pressure PfT of the fuel pressure Pf is stored in advance in the ROM 42 in the form of a map shown in FIG 8 as a function of an engine operational state, for example, the required load Land the engine speed Ne.
  • the waveform of the main fuel injection amount deviation dQm differs depending on the fuel pressure Pf and the pilot fuel injection amount Qp in the common rail 16.
  • the pulsation cycle of the main fuel injection amount deviation dQm is determined in accordance with a reciprocating distance of pressure waves and the propagation speed as a traveling speed of the pressure waves. Therefore, when the main fuel injection amount deviation dQm is expressed witfi the axis of abscissa representing the interval dti or time as in FIG 9, the positions of troughs and crests of the waveform of the main fuel injection amount deviation dQm are substantially maintained regardless of the fuel pressure Pf and the pilot fuel injection amount Qp.
  • the main fuel injection amount deviation dQm depends on the fuel pressure in the fuel injection valve 3 after pilot injection P and thus represents the fuel pressure in the fuel injection valve 3. Changes in the main fuel injection amount deviation dQm in HG 9 thus represents changes in the fuel pressure in the fuel injection valve 3 with respect to an elapsed time after pilot injection P.
  • arrows respectively indicate values of the interval dti where the gradient of the main fuel injection amount deviation dQm is approximately zero, namely, zero gradient timings as timings when the gradient of the fuel pressure in the fuel injection valve 3 after pilot injection P is approximately zero. As is apparent from FIG 10, the plurality of the zero gradient timings occur after pilot injection P.
  • the interval dti is set such that main injection M starts at a zero gradient timings, for example, a zero gradient timing tzsa (see FIG 10) arising for the first time after pilot injection.
  • the interval dti in this case is stored in advance in the ROM 42 in the form of the map shown in FIG 6 as a function of the total fuel injection amount Qt and the engine speed Ne.
  • the interval dti is set such that main injection M is started at the zero gradient timing, the actual main fuel injection amount deviates from a normal main fuel amount by the main fuel injection amount deviation dQmM at the zero gradient timing as shown in FIG 11.
  • the main fuel injection amount deviation dQmM at the zero gradient timing tzsa is obtained in advance and stored, and the main fuel injection amount Qm is corrected using the main fuel injection amount deviation dQmM. That is, the main fuel injection amount Qm is calculated by further subtracting die main fuel injection amount deviation dQmM at the zero gradient timing tzsa from a value obtained by subtracting the pilot fuel injection amount Qp from the total fuel injection amount Qt (Qm » Qt-Qp-dQmM).
  • the main fuel injection duration dtm is the time needed to inject the corrected main fuel injection amount Qm.
  • the main fuel injection amount deviation dQmM at the zero gradient timing tzsa is stored in advance in the ROM 42 in the form of a map shown in FIG 12 as a function of the total fuel injection amount Qt and the engine speed Ne.
  • the main fuel injection amount deviation dQm or dQmM depends on the fuel pressure Pf and the pilot injection amount Qp in the common rail 16, and the fuel pressure Pf and the pilot injection amount Qp in the common rail 16 depend on the total fuel injection amount Qt and the engine speed Ne respectively. Accordingly, the main fuel injection amount deviation dQm or dQmM can be expressed as a function of the total fuel injection amount Qt and the engine speed Ne.
  • the interval dti is set such that the gradient of the main fuel injection amount deviation dQm becomes approximately equal to zero. Therefore, the dispersion vdQm of the main fuel injection amount deviation dQm may be held small as shown in FIG 13 A. Accordingly, the main fuel injection amount Qm may be reliably corrected. That is, the actual main fuel injection amount can be reliably made coincident with the normal fuel amount.
  • the interval between the preceding fuel injection and the subsequent fuel injection may be set such mat the subsequent fuel injection is carried out at a zero gradient timing as a timing when the gradient of the fuel pressure in the fuel injection valve 3 after the preceding fuel injection is approximately equal to zero.
  • the deviation of the actual fuel injection amount from the normal fuel injection amount when the subsequent fuel injection is carried out at the zero gradient timing is obtained in advance and stored, and the fuel injection period of the subsequent fuel injection is corrected based on the stored deviation.
  • step 100 the total fuel injection amount Qt is calculated from the map of FIG 4.
  • step 101 the start timing tsm of the main injection M is calculated from the map of FIG 5.
  • step 102 the interval dti is calculated from the map of FIG 6.
  • step 104 the pilot fuel injection amount Qp is calculated from the map of FIG 7.
  • step 105 the fuel injection period dtp for the pilot injection P is calculated based on the pilot fuel injection amount Qp.
  • each arrow indicates the zero gradient timings following the pilot injection P at which the main fuel injection amount deviation dQm is within a predetermined permissible range
  • the injection parameters for pilot injection P and main injection M are set in the same manner as in the first embodiment of the invention. Meanwhile, the injection parameters for after-injection A are set as follows.
  • dta denotes a fuel injection period for after-injection A, for example, a fuel injection time necessary for the injection of a constant after fuel injection amount Qa.
  • the after fuel injection amount Qa may be changed in accordance with, for example, the engine operational state.
  • the fuel pressure in the fuel injection valve 3 pulsates.
  • an after fuel injection amount deviation dQa as a deviation of an actual amount of fuel injected through after-injection A from the normal after fuel injection amount Qa pulsates in accordance with changes in the interval dtia.
  • the after fuel injection amount deviation dQa represents the fuel pressure in the fuel injection valve 3 after main injection M.
  • the interval dtia is set so that after-injection A is carried out when the fuel pressure in the fuel injection valve 3 exceeds the predetermined set pressure.
  • the injection rate of after-injection A can be enhanced. Therefore, the large after fuel injection amount Qa of fuel can be injected into the combustion chamber. Accordingly, the amount of smoke is reliably reduced.
  • the injection pressures for pilot injection P and main injection M are not enhanced. Accordingly, the level of combustion noise is not increased.
  • the after fuel injection amount deviation dQaM at the zero gradient timing tzsx is stored in advance in the ROM
  • FIG 20 shows a routine for performing the after-injection control according to the third embodiment of the invention. This routine is executed periodically at predetermined intervals.
  • the fourth embodiment of the invention will be described.
  • the main injection M is carried out around a compression top dead center, and the pilot injection P is carried out twice during the compression stroke, before the main injection M. That is, a first pilot injection Pl is carried out, followed by a second pilot injection P2, and then the main injection M is carried out.
  • the after-injection may be carried out
  • the total fuel injection amount Qt is first calculated from the map of
  • FIG 4. The start timing tsm of the main injection M is calculated from the map of FIG 5.
  • the second interval dti2 is stored in advance in the ROM 42 in the form of a map shown in HG 22B as a function of the total fuel injection amount Qt and the engine speed Ne.
  • a fiiel injection period dtp2 for the second pilot injection P2 is then calculated.
  • the fuel injection period dtp2 for the second pilot injection P2 is the amount of time needed to inject the second pilot fuel injection amount Qp2 of fuel.
  • the second pilot fuel injection amount Qp2 is stored in advance in the ROM 42 in the form of a map shown in FIG 23B as a function of the total fuel injection amount Qt and the engine speed Ne.
  • a first interval dtil as an interval between the start timing tsp2 of the second pilot injection P2 and the end timing tepl of the first pilot injection Pl is then calculated.
  • the first interval dtil is stored in advance in the ROM 42 in the form of a map shown in PIG 22A as a function of the total fuel injection amount Qt and the engine speed Ne.
  • tern tsm+dtm.
  • the first interval dtil is set so that the second pilot injection P2 is started at a zero gradient timing after first pilot injection Pl
  • the second interval dti2 is set so that the main injection M is started at a zero gradient timing after second pilot injection P2.
  • a switchover between the first interval dtil and the second interval dri2 is made in accordance with the engine operational state.
  • the first interval dtil is set to a short first interval dtil S if the total fuel injection amount Qt is smaller than a first set value QtI determined in advance, and to a long first interval dtil L (> dtil S) if the total fuel injection amount Qt is equal to or larger than the first set amount QtL
  • the second interval dti2 is set to a short second interval dti2S if the total fuel injection amount Qt is smaller than a second set amount Qt2 (> QtI) determined in advance, and to a long second interval dti2L (> dti2S) if the total fuel injection amount Qt is equal to or larger than the second set amount Qt2. Accordingly, the first interval dtil and the second interval dti2 are changed in a stepwise manner.
  • the first interval dtil is set to the first short interval dtilS, and the second interval dti2 is set to the short second interval dti2S, as shown in FIG 2SA.
  • the first interval dtil is set to the long first interval dtilL, and the second interval dti2 is set to the short second interval dti2S, as shown in FIG 2SB.
  • the first interval dtil is extended stepwise from the short first interval dtilS to the first long interval dtilL, and the second interval dti2 is maintained at the short second interval dti2S in this case, as shown in FIGS. 2SA and 2SB.
  • the second interval dti2 is extended stepwise from the short second interval dti2S to the long second interval dti2L, and the first interval dtil is maintained at the long the first interval dtilL in this case, as shown in FIGS. 25B and 25C.
  • the first set amount QtI and the second set amount Qt2 are stored in advance in the ROM 42 in the form of a map shown in FIQ 26 as a function of the engine speed Ne.
  • the short first interval dtil S is constituted by, for example, the first interval dtil that ensures the second pilot injection P2 starts at the zero gradient timing arising for the first time after the first pilot injection Pl
  • the long first interval dtilL is constituted by, for example, the first interval dtil that ensures the second pilot injection P2 starts at the third zero gradient timing that occurs after the first pilot injection PL
  • the short second interval du ' 2S is constituted by, for example, the second interval dti2 that ensures the main injection M starts at the zero gradient timing arising for the first time that occurs after the second pilot injection P2
  • the long second interval du ' 2L is constituted by, for example, the second interval d ⁇ 2 that ensures the main injection M starts at the third zero gradient timing that occurs after the second pilot injection P2.
  • step 200 the total fuel injection amount Qt is calculated from the map of FIG 4.
  • step 201 the start timing tsm for the main injection M is calculated from the map of FIG S.
  • step 202 the second interval dti2 is calculated from the map of FIG 22B.
  • step 204 the second pilot fuel injection amount Qp2 is calculated from the map of FIG 23B.
  • step 205 the fuel injection period dtp2 for the second pilot injection P2 is calculated based on the second pilot fuel injection amount Q ⁇ 2.
  • step 212 the main fuel injection amount deviation dQmM at the zero gradient timing determined in accordance with the second interval dti2 is calculated from the map of FIG 27.
  • the fuel injection period dtm for the main injection M is calculated based on the main fuel injection amount Qm.
  • step 215 the end timing tern for the main injection M is calculated (tern * » tsm+dtm).
  • step 216 fuel injection is carried out using the calculated injection parameters.
  • the second pilot fuel injection amount Qp2 is not corrected.
  • the second pilot fuel injection amount deviation dQp2 at the zero gradient timing determined in accordance with the first interval dtil may be obtained in advance and stored, and the second pilot fuel injection amount Qp2 may be corrected based on the second pilot fuel injection amount deviation dQp2.
  • the fifth embodiment of the invention in a stationary state where the total fuel injection amount Qt is smaller than the first set amount QtI, the first interval dtil is set to the short first interval dtil S, and the second interval dti2 is set to the short second interval dti2S, as shown in FIG 29A.
  • the first interval dtil is set to the long first interval dtil L, and the second interval dti2 is set to the short second interval dti2S, as shown in FIG 29C. Furthermore, in a steady state where the total fuel injection amount Qt remains equal to or larger than the second set amount Qt2, the first interval dtil is set to the long first interval dtil L, and the second interval dti2 is set to the long second interval dti2L, as shown in FIG 29E. Ih the following description, each of these injection modes is referred to as a steady state injection mode.
  • the first pilot fuel injection amount QpI is reduced to a predetermined lower limit, for example, approximately to zero
  • the first additional fuel injection API is stopped, and the first interval dtil is extended to the long first interval dtil L (see FIG 29C). That is, a return from the transitional injection mode to the steady-state injection mode is made.
  • an interval dtiap2 between the end of the second additional fuel injection AP2 and the start of the second pilot injection P2 is set so that the second pilot injection P2 starts at a zero gradient timing that occurs after the completion of second additional fuel injection AP2.
  • the zero gradient timing in this case is selected so that the timing when the second additional fuel injection AP2 is carried out is as close as possible to the timing when the second pilot injection P2 is carried out when the second interval d ⁇ 2 is set to the long second interval do ' 2L.
  • the interval between the end of the first pilot injection Pl and the start of the second additional fuel injection AP2 is set to the first interval dtil .
  • the fuel injection amounts for the first additional fuel injection API and the second additional fuel injection AP2 are held constant.
  • the fuel injection amount for the first and second additional fuel injections may be changed, respectively based on, for example, the engine operational state or the first pilot fuel injection amount QpI and the engine operational state and the second pilot fuel injection amount Qp2.
  • the timing when there is a need to carry out preceding fuel injection is set to a timing advanced from the timing when there is a need to carry out subsequent fuel injection by the interval and there is a need to extend the interval from a short interval to a long interval
  • the fuel injection amount for the preceding fuel injection is reduced over time while holding the interval equal to the short interval. Then, when the fuel injection amount for the preceding fuel injection is reduced to the predetermined lower limit, the interval is extended to the long interval.
  • step 300 it is determined whether there is a need to change the first interval dtil or the second interval dti2. If it is determined that it is necessary to change the first interval dtil or the second interval dti2, then, in step 301, the transitional injection mode is implemented. Then, the steady-state injection mode is implemented in step 302. On the other hand, if it is determined that it is not necessary to change either the first interval dtil or the second interval dti2, the process proceeds to step 302, where the steady-state injection mode is implemented.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Abstract

La présente invention concerne une soupape d'injection de carburant (3) reliée à un rail commun (16). Lors de l'injection de carburant, la pression de carburant dans la soupape d'injection de carburant (3) est pulsée. Un intervalle entre une injection pilote et une injection principale est établi de sorte que l'injection principale soit effectuée à un réglage de gradient nul comme réglage lorsque le gradient de pression de carburant dans la soupape d'injection est environ égal à zéro. Grâce à un appareil de commande d'injection de carburant et à un procédé de commande d'injection de carburant pour un moteur à combustion interne qui effectuent la commande selon l'invention, la quantité d'injection de carburant pour l'injection de carburant ultérieure suivant l'injection de carburant précédente peut être maintenue de manière fiable à une quantité normale.
PCT/IB2008/001885 2007-07-19 2008-07-18 Appareil de commande d'injection de carburant et procédé de commande d'injection de carburant pour moteur à combustion interne Ceased WO2009010866A2 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
US12/530,966 US8131449B2 (en) 2007-07-19 2008-07-18 Fuel injection control apparatus and fuel injection control method for internal combustion engine
EP08788901A EP2167805B1 (fr) 2007-07-19 2008-07-18 Appareil de commande d'injection de carburant et procédé de commande d'injection de carburant pour moteur à combustion interne
CN2008800027191A CN101790632B (zh) 2007-07-19 2008-07-18 内燃机的燃料喷射控制装置以及燃料喷射控制方法

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CN101790632A (zh) 2010-07-28
EP2167805A2 (fr) 2010-03-31
JP4404111B2 (ja) 2010-01-27
JP2009024596A (ja) 2009-02-05
US8131449B2 (en) 2012-03-06
CN101790632B (zh) 2012-10-03
US20100116243A1 (en) 2010-05-13
EP2167805B1 (fr) 2012-08-29

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